Switch-throw.



T. L. WYATT.

SWITCH THROW.

APPLIOATI'ON FILED OUT. 27, 1913.

1,101,771 1 D Patented-June 30, 1914,

Attorneys THOMAS L. WYATT, O LYNCHBURG, VIRGINIA.

SIVITCH-THROW.

Application filed. October 27, 1913.

To all whom it may concern Be it known that I, THOMAS L. WYATT, a citizen of the United States, residing at Lynchburg, in the county of Campbell and State of Virginia, have invented a new and useful Switch-Throw, of which the following is a specification.

The device forming the subject matter of this application is a switch throw, and the object of the invention is to provide a device of this type so constructed that cars may run uninterruptedly, backward and forward, along a main line, the device being so constituted that a car may be permitted to enter the main line from a branch line and leave by the branch line, the switch point being set by the car, as it leaves the branch line, so that the next car will pass out upon the main line. In other words, the invention aims to provide a switch throw which, automatically, will permit a car to run in from a branch line, and run out on the branch line, between the schedules of the cars traversing the main line.

With the above and other objects in view which will appear as the description proceeds, the invention resides in the combination and arrangement of parts and in the details of construction hereinafter described and claimed, it being understood that changes in the precise embodiment of the invention herein disclosed can be made with in the scope of what is claimed without departing from the spirit of the invention.

In the accompanying drawing the in vention is shown in a single plan figure.

In carrying out the invention there is shown atrack or main line which is entered by a branch line 8, the portions of the main line which lie upon opposite sides of the point of juncture between the main line and the branch line being denoted by the reference numerals 1 and 2.

One rail of the main line is indicated at 4 and the other rail is indicated at 5.

()ne rail of the branch line is indicated at 6, and is prolonged, as shown at 7, to form a continuation of the rail 5 of the main line. The other rail of the branch is indicated at 8 and the lead rail is shown at 8 A guard or stop rail 9 is located inside of the rail 5 and extends from a point adjacent the end of the rail 5 to a point adjacent the prolongation 7 of the rail 6. A switch point 11 is fulcrumed, intermediate its ends as indicated at 12, adjacent the end of the Specification of Letters Patent.

Patented June 36, rate.

Serial No. 797,669.

rail 5. One end of the switch point 11 is adapted to lie against the stop or guard rail 9 and is adapted to cooperate with the siding rail 6 at the point where the same merges into the prolongation 7 of the rail 5. The other end 14 of the switch point 11 lies in the path of an intermediate lever 15, fulcrumed between its ends as indicated at 16, adjacent the rail 6. The other end of the intermediate lever 15 coiiperates with one end of a primary lever 17, fulcrumed intermediate its ends as indicated at 18 adja cent the rail 6. The other end of the primary lever 17 is adapted to coiiperate with the flange receiving edge of the rail 6, the last specified end of the lever being indicated at 19. The ends of the intermediate lever 15 lie between the rail 6 upon the one hand, and the adjacent ends of the lever 15 and the switch point 11 on the other hand.

Presupposing that the parts are set as shown in the drawings, a car traversing the main line may move from the part 1 of the main line to the part 2 of the main line as indicated by the arrow 20. and then move from the part 2 of the main line to the part 1 of the main line, as indicated by the ar row 21. A car may move from the part 1 of the main line onto the part 2 oi the main line as indicated by the reference arrow 22, these operations taking place because, as shown in the drawing, the switch point 11 is set for the main line. Suppose, however, that after the car indicated by the arrow 22 has moved from the part 1 of the main line to the part 2 thereof, that a car, indicated by the arrow 23, traverses the branch 3 and enters the part 2 of the main line. This car, indicated by the arrow 28, engaging the free end of the switch point 11, will swing the same away from the rail 76, the end 14 of the switch point 11 being swung toward the rail 6 and the corresponding end of the lever 15 being swung toward the rail 6, the other end of the lever 15 being swung awa from the rail 6. By this operation, the end of the lever 17 which is engaged by the lever 15 will be swung away from the rail 6 and the end 19 of the lever 17 will be swung toward the rail 6. Now, if a car moves out of the part 2 of the main track as indicated by the arrow 24:, this car will be directed by the switch point 11 onto the rail 6 and will traverse the branch line 3. Ultimately, the flange of one of the wheels of the car moving in the direction of the arrow 24 will strike the end 19 of the lever 17, actuating the lever 17, the lever 15 and the switch point 11, so as to set the switch point for the main line 12. The car indicated by the arrow 22, which has remained upon the portion 2 of the main line may now pass out onto the portion 1 of the main line, as indicated by the arrow 25.

From the foregoing it will be seen that a car may run in from the branch 3 and leave by the branch 3, between the schedules of cars traversing the main line l-2, it being understood that the part 2 of the main line 1 may be taken to represent a siding of greater or less length, running up to a depot, a car barn or the like.

It will be appreciated readily, that the distance indicated by the arrow X and eX- tending from the fulcrum 18 of the lever 17 to the fulcrum 12 of the switch point 11 should approximate the length of the car to prevent a derailing of the car when the car moves along the branch 3 onto the portion 2 of the main line, to prevent the rear truck of the car from being shifted by the switch point 11 onto the portion 1 of the main line when the forward truck of the car traverses the branch 3, as the car moves out of the branch.

Having thus described the invention, what is claimed is 1. In a device of the class described, a main rail and a siding rail; a switch point fulcrumed intermediate its ends at the end of the main rail and having one of its ends Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents .rail. and cooperating with the flange engaging edge of the siding rail; and means 10- cated outside of the main rail and operatively connecting the movable rail and the switch point to set the switch point for the main rail when the movable member is engaged by the wheel of a car moving out: wardly along the siding rail and away from the switch point.

2. In a device of the class described, a main rail and a siding rail; a switch point fulcrumed intermediate its ends at the end of the main rail and adapted at one end to cooperate with the siding rail; an intermediate lever fulcrumed between its ends adjacent the siding rail, one end of the intermediate lever cooperating with the other end of the switch point; and a primary lever fulcrumed intermediate its ends adjacent the siding rail, one end of the primary lever cooperating with the other end of the intermediate lever, and the other end of the primary lever cooperating with the wheel engaging edge of the siding rail.

In testimony that I claim the foregoing as my own, I have hereto aflixed my signature in the presence of two witnesses.

THOMAS L. WYATT. Witnesses V A. V. THOMAS, 1%. E. SrorLEs.

Washington, D. G. v e 

